Friction-buffer for railway passenger-cars.



J. F. OGONNOR. PRIGTION BUFFER RoR RAILWAY PASSENGER GARS.

APPLICATION FILED 00T. 27, 1910.

WlTNESSES INVENTOH A/b/m F 0 'C0/mor @WANT sww1 Ra/Www@ l J. P. OGONNOR.

ERICTION BUFFER POR RAILWAY PASSENGER GARS.

Patented May 16, 1911.

2 SHEETS-SHEET 2v joh/7 FO Con/vor 4 WAM 04W( A Q S Jenn' F. ofoomoa, on cHIonGo, ILLINOIS, ASSIGNOR To WILLIAM H. MINER, or CHICAGO, ILLINoIs. v

FRICTION-BUFFEB EOE RAILWAY PASSEN'G'EBPARS.A

Spccication of Letters Patent.

Patenten May is, ieri.

Application le October l2'?, 1910. Serial No. 589,448.

My invention relates to improvements in friction buffers for railway cars, and more particularly for use upon railway passenger cars.

'Ihe object of my invention is to provide a friction buffer of a strong, simple, etlicient and durable nst-ruction, and having a plurality of simultaneously 'acting main or primary buffer springs in connection with a friction cushioning mechanism.

My invention consists in the novel con- 1 struction of parts and devices and in the novel combinations of parts and devices herein shown and described and more particularly specified in' the claims.

In the accompanying drawing forming a part of this specification, Figure l is a plan View of a friction buffer embodying my invention. Fig. 2 is a side elevatiompartly in central, longitudinal section on line 2 2 of Fig. l. Fig. 3 is a detail, vertical section showing the buffer compressed, one shoe being shown in elevation. Fig. 4 is a detail end View of the front spring seat or cage for the group or plurality of main or primary buffer springs. 1ig. 5 is a detail elevation of the rear spring seat or cage for the group or plurality of main or primary butler springs. Fig. 6 is a detail cross section of the friction shell and contained parts on line 6-6 of Fig. l. Fig. 7 is a detail elevation of the wedge. Fig. 8 is a detail perspective view of one of the friction shoes. Fig. 9 is a detail perspective view of the friction shell. Fig. lO is a detail perspective view of one of the anti-friction rollers. Fig. ll is a detail perspective view of the cap which fits inthe rear end of the friction shell. Fig. l2 is a detail perspective view of the intermediate' thrust member which is interposed between the front spring seat and the wedge of the friction cushioning mechanism. Fig. 18 is a detail perspective view of the front spring seat or cage and Fig. 14 is a detail perspective View of the rear spring seat or cage.

In thedrawing, l represents a portion of the frontend frame of a railway passenger car, 2 the buiier frame or cradle, 3 the steel ioor plate of the-vestibule of the car, preferably secured to' and supported by the buer vframe or cradle'2; 4 the buffer plate, 5 the buifer bar,

all these parts being of any ordinary or suitableconstruction adapted to give support and mounting to the other parts.

Themain or primary bulfer springs 6 are preferably four in number in twin or side by side arrangement for simultaneous action. The group or plurality of main or primary buiiier springs bear at. their front ends against a spring seat or cage 7, which is intcrposed between the front ends of the springs and the butler bar. At its front face this front spring seat or cage 7 has a rectangular socket 8 to receive the rear end of the buffer bar 5, and it is preferably of generally rectangular shape to fit upon the floor or bottom web 9 of the buffer frame or cradle 2, and it is provided at its rear end with a group of four segment-al seats or 'sockets l0, one for each of the springs 6, to

receive and partially inclose and thus hold and support the front ends of the springs in proper position in relation to each other.

At their rear ends the group of twin or side by side arranged springs 6 bear against a spring seat or cage ll which is furnished at its front end with four segmental sockets or seats l2 coi-responding to the 'seats or sockets lO of the front spring seat or cage 7. The spring seats or cages 7,11, by their abutment directly together at their adjacent ends 13, 14, also serve as stops to limit the extent of compression of the main bufl'er springs. At its rear end, the rear spring seat or cage ll is provided with an extension l5, preferably of cylindrical shape, and furnished with segmental projections' 1G to engage the front end. of the friction shell 17, which abuts at its front end against said rear spring cage 1 1 and at its rear end against the upright or transverse web 18 of the buffer frame or cradle 2. The rear spring cage thus serves as a thrust member between the friction shell and the front spring cage or follower 7; and the cages 7 and 11 also abut together after full compression of the main buffer springs 6 and thereby protect the springs from injury.

The secondary or friction mechanism springs 19, 20, lit inside the friction shell .17 and react at their front ends against the friction shoes 21, and at their rear ends against the friction shell 17, which is furnished with a flange 22 for the larger spring to bear against, and with a removable cap 23 for the inner or smaller spring to beaor against. The cap 23 has an external flange 24. fitting in a recess 25 of the end flan'ge 22 of the friction shell. The cap 23 is cup shaped and fits within the rear end of the outer or larger spring 19,`and thus serves as a seat or guide for said spring.

The friction shell 17 is cylindrical in form and has an internal cylindric friction face 26 inl sliding frietional engagement. with the external cylindric friction faces 27 of the segmental friction shoes 21, the shoes being pref-1 erably three in number, and each having a wedge face 28 andvstop shoulder 29 for the anti-friction roller 30, which isinterposed between each of the friction shoes 21 and the wedge 81, which has a corresponding num-- ber of wedge faces 32 and stop shoulders 33 for the anti-friction rollers.

To transmit the thrust of the main butter bar and front spring cage or follower 7 to the wedge 31, and thus cause the friction cushioning mechanism. to comev into action, a secondary thrust member Bil, having segmental curved faces 35 to receive the four primary buffer springs (l, and fitting centrally between the same, and is interposed between the wedge 31 and front spring'cage or follower 7, so that after the group of main buffer springs 6 have been partially compressed, the furthermovement of tlie buii'cr bar-will actuate the wedge 31, friction shoes 2l and secondary buffer springs 19, 20 which are interposed between the friction shoes and the rear end of the friction shell; The secondary thrust member 84 is also provided at its rear end with an external flange 36 which engages the internal flange or shoulder 37 of the rear spring cage 11.

A connecting bolt 38 extending between the front spring cage 7 and the secondary thrust member 84 holds the spring cages 7,v

11 and group of primary buffer springs 6 .ind secondary thrust member 34, all in assembled position. And a connecting bolt 39, extending between the wedge 31 and rear end cap 23 of the friction shell holds the esatto friction shell, friction shoes, springs 19, 2G, and wedge all assembled in position together'.

v'lhe friction shell 17 is provided on its upper and lower faces with straight fiat faced projections 410, which hold the friction shell from tufning and which tit between the adjacent ends lf1.1, Ll1 of the segmental flanges 16 of the rear spring cage or intermediate thrust member' l1.

liy employing a group or plurality .of primary bu tt'er springs 6 1n connection with thefriction cushioning mecl'ianism 17, 1S), 20, 21, 31, the necessary extended movement of the builer bar for passenger car use is provided for, while at the same time the coinbined spring and friction cushioning mecha.- nisin as a whole is relatively short, as the four primary butler springs together give the required amount of spring resistance or capacity when made of relatively small rods, whereas, in cases where a single main buffer spring is employed, the rod of which the spring is made is necessarily so large in diameter that the spring has to be of great length in order to afford the required movement in compression.

l claim 2*- l 1. ln a friction buffer, the combination with a buffer bar, of a plurality of main butler springs arranged side by side, front and rear spring'cages against which saidr main butter springs react, .a friction shell, friction shoes and wedge within said shell, a spring within said shell reacting at one end against said friction shoes, and a secondary thrust member interposed between said wedge and said front 4spring cage and operating to transmit the pressure of the bul'l'er bar to the wedge independent of said main butter springs, substantially as specified.

2. In a friction butler, the combination with a buli'cr bai', of a plurality of main bullier springs arranged side by side, frontv and rear spring cages against which said main bull'er siirings react, a friction shell, friction shoes and wedge within said shell, a spring within said shell reacting at one end against sadfriction shoes, and a secondary thrust member interposed between said wedge and said front spring cage and operating to transmit the pressure of the buer bar to the wedge independent of said main bult'er springs, said secondary thrust niember fitting centrally between said springs, substantially as specified.

25. ln a. friction buffer, the combination with a butler bar, of a plurality 'of main bull'er .f-:prings arranged side by side, front and rear spring cages against which said main butler springs react, a friction shell,l

friction shoes and wedge within said shell, a spring 'within said shell. reacting at one end against said friction shoes, and a secondary thrust member interposed between said to receive said springs,substantial1y as speci- Wedge and said front spring,` cage and oper? fied. Y ating to transmit the pressure of the buffer 9 bar to the Wedge independent of said main JOHN F' O CONNO'R 5 buffer springs, said secondary thrust mem- Witnesses:

ber tting centrally between said springs, EDMUND ADCOGK,

and having longitudinally extendingrecesses PEARL ABRAMS. 

